Bob - S50

Sure, you could see the ground. But if you looked out the front of the airplane could you maintain straight and level? Could you see a horizon for reference? If you couldn't, I'd log instrument time. My philosophy is that if I need to start an approach in order to find the runway, I flew an instrument approach. You know, there are all kinds of levels of 'flying an approach'. All the way from in the weather, hand flow, raw data to watching the airplane follow the approach that is loaded in the FMC while using one hand to control airspeed by turning a knob. Both can log the approach. Bob

Its my impression they will be very accurate. It measures float position in tenths of a degree. The float is essentially frictionless so it should not hang up, and therefore accurately measure fuel level. Bob

What did you use to treat the blisters on your posterior? Nicely done. Bob

Beat me to it, but I have something to add. If you want to add the alternate airport, do it after you load the approach to your destination. If you don't, when you load the approach, the alternate will be deleted from your flight plan. My current thinking is to: * If I go missed approach and my decision would be to try the approach again, add nothing. * If I go missed approach and my decision would be to divert to an alternate: 1. Load the approach at my destination 2. Scroll to the end of the flight plan past the missed approach to the very end 3. Add the transition fix for the approach I would want at my alternate 4. Add my alternate airport. That way if I go missed approach and decide to divert, I can go direct to the transition fix, then use the airport to add the approach. Bob

If anyone needs new fuel floats, you may have another more accurate option. The CiES website indicates that their floats may now be used on certified aircraft other than Cirrus. They apparently have already got it approved for Cessna 177/177RG. The price for those sensors is $385/sensor and can be used with a JPI930 or Aerospace Logic indicators (which cost about $600). The first set takes some time as CiES uses an old set of floats, makes measurements, tests, etc. The idea of combining an accurate float with a digital fuel gauge to give accurate fuel level readings is very inviting. Anybody want to volunteer their aircraft for the first set? Come on... take one for the team. Design Process: http://fuellevel.blogspot.jp/search/label/mooney Prices: https://www.ciescorp.net/aircraft-kit-pricing.html Bob

I agree. Pick the transition that most closely aligns with the vectors and load it. If cleared direct to a fix do it. If told to intercept the approach (as opposed to cleared direct), go to the flight plan and activate the leg you will hit first. Bob

Here are some tips to pay attention to when you play with your new GTN750. Of course they mostly apply to IFR. VFR you don't really care. 1. If you are sent direct to a fix, unless that fix is part of your flight plan (in the box) the GTN will let you merrily continue straight ahead after reaching the fix. If you are supposed to resume your flight plan at some other point after the fix, you need to manually enter the 'direct' fix into the appropriate location of your flight plan. 2. The box is not set up to build a holding fix in space. The only holding it knows are those that are part of an approach. Doesn't even know published holding fixes on airways. To hold at some point in space, proceed direct to the fix. Approaching the fix, once again proceed direct, but this time enter the inbound course as the 'course to' before activating. That will draw a line through the fix with the correct course. Then be sure to 'suspend' sequencing so the GTN will not try to take you to the next fix. 3. If you load an approach, do not expect to see it show up before the airport. The flight plan and the map will both show you flying to your destination airport, then out to the starting point of the approach (or transition), then back to the airport, then out to the missed approach. Do not worry. Once you activate the approach everything prior to that will be ignored. 4. Don't activate an approach until cleared for it or you are getting vectors. If you do, you'll no longer be navigating to the current point. 5. If you are flying an LPV approach, do not expect to see a GS bug until the next fix is the final approach fix. 6. If you enter an arrival procedure followed by an approach, there is a very good chance you will not see the distance to your destination. This is caused by a very small discontinuity between the arrival and the approach. Once you start the approach, distance to destination will re-appear. 7. Activating 'vectors to final' removes all fixed prior to the FAF from the screen. 8. Activating an approach using a transition fix immediately takes you to that fix. I personally try to file over the transition fix of the approach I want. I put that just before my destination. However, ATC does not always cooperate and frequently derails my good planning. The reason I do that is because if I don't file over the fix but just to the destination and then load the approach, I have no idea how far I am from the transition fix. If I file over the fix, then the destination, I know how far I am from that fix. That is very useful information when planning my descent. I'm sure others will have other tips as well. Share the wealth I say. Bob

Took me awhile to find it but here is a quote from the AIM. It applies to IFR domestic flights. VFR they don't care. The complete reference is paragraph 5-1-8.d.2.(f) "(f) File a minimum of one route description waypoint for each ARTCC through whose area the random route will be flown. These waypoints must be located within 200 NM of the preceding center’s boundary." Bob

I believe it is only available for the PC, not apple. Like Marauder said, there will be a CD included with your GTN750. However, until then you can download a 'lite' version to use on a PC. Here's a link: http://www8.garmin.com/support/download_details.jsp?id=5380 You can use the Options menu to select which model you want, 630, 650, 730, 750, etc. Bob

Its up to you. Advantages and disadvantages both ways. Direct is the shortest route unless there is a mountain or airspace in the way. However, I believe for filing purposes you are supposed to file to a fix within each ARTCC airspace you will transition. However, ATC can clear you direct to your destination without that requirement. However, I prefer to still file either along airways or from intersection to intersection (fix to fix). When I'm on a long flight I want to have a point about every 100 NM to check my time and fuel. The sooner I figure out there's a lot more headwind than planned, the sooner I can come up with a good plan for where to get more fuel. Besides, I've learned that by picking intersections wisely I only increase the flight distance by a couple miles. To do that I usually fire up the GTN650 simulator and enter a flight plan with just the departure and destination stations. I then pan through the route and add fixes that are close to the direct route. I also file fix to fix to navigate around mountains, restricted airspace, TFR's, MOA's, Class B's, etc. Once again, I use the simulator to do that, but I'm aware that some of the airspaces have changed since the simulator database was built so I need to pay close attention once airborne. And I use fixes to help me navigate close to scenic spots for my wife to look at... and I always try to put them on her side of the plane if possible. I've even created user waypoints with the Lat/Long of many famous landmarks like Mt. Rushmore, Devil's Tower, Grand Coulee Dam, Hoover Dam, Hearst Castle, Crater Lake, Meteor Crater, etc. You'll love it. However, get the simulator going and play with it ... a lot ... before you fly the plane IFR. A lot of things don't necessarily work the way you would think, and solo in the soup is not the time to figure that out. Bob

So what do those three gauges have in common that they do not share with the other three gauges? I'd start there. Bob

I assume you've also tried just pressing the FD button, then turning on the autopilot, then selecting HDG and ALT? Kinda sounds like an intermittent or bad contact in the switch system to me. Don't know if that would be the switch itself or some component like a resistor or capacitor problem. Have you tried calling Autopilot Central and asking them? Bob

Stock '78 J except a Donaldson air filter (which I recommend): 8000 - 10000' WOT 2400 RPM 10-30 LOP 150 KTAS 8.7 GPH 17.24 nm/gal = 19.8 sm/gal... better than my truck Bob

For the AIM, just Google "Airman's Information Manual PDF". You can download the PDF version for free. I can't seem to find the FAR's that way though. Bob

That is just the fuel gauge. You would leave your current cluster in the plane but just de-activate the fuel gauges. You'll need to find a hole in which to mount the Aerospace gauge. You'll probably have to pay for a few hours of labor to have the thing installed, but you can calibrate it yourself. It will take a couple hours to do the calibration and having an assistant will help. You have to calibrate both wings separately. If you want to calibrate it yourself you'll want: An external power supply so you won't be running on battery the entire time. Just over the amount of fuel it takes to fill one wing (about 33-35 gallons on the J for example). Enough containers to hold the excess (1-3 gallons in the above case) A calibrated container. I took a 1 gallon milk jug and cleaned it thoroughly. I then used my wife's measuring cup and added 1 quart of water at a time. Each time I used a sharpie to put a mark on the side of the jug. Bob

Personally, I want a runway that is at least 2400 or 2500 feet long and at least 50% longer than the POH takeoff distance. Bob

Current price is $652. We have one installed in our J. It certified for primary display and actually requires all other fuel indicators be deactivated. Uses the floats that are already installed in your tanks. Just hook it up, drain the tank, add the unusable, then fill the tank 2 gallons at a time while calibrating the gauge. Wombat: I met you at the fuel pumps at S50 a couple months ago. Hope you are able to put something together. Bob

Oscar, The only thing I might have done differently when the controller asked why I didn't join the arc was to tell him that I had not been cleared for the approach. Puts the pressure on him instead of me. Bob

Increased lead may also be a measure of piston blow by. Exhaust gases getting into the crankcase and being captured by all the oil splashing around. On our last analysis our lead level was 3037 ppm while it reports the average of all users was 3360 ppm. Bob

First, I see nothing wrong with adjusting power as needed at any time, let alone in the base turn. I do it all the time. I see a big problem with someone complaining about you as a pilot doing what you need to do to maintain the proper airspeed and flight path. Any time you are not in a stabilized condition (i.e. level flight at cruise), you need to be checking your airspeed. When I fly the final turn I look at two things: the runway and my airspeed. I don't care what my MP is and since I have the prop control full forward, I don't care about RPM either. If I need to pull the power to idle that's what I do. If I need to add power, that's what I do. In our J I personally start at about 2200 RPM, and about 15-17" MP on downwind shooting for about 105 knots. I put the gear down abeam the numbers and let the speed bleed off. Approaching my turn to final I select full flaps, trim out the pitch change, pull some power, then start the turn. With the power back I push the prop full forward then use pitch to maintain my desire flightpath and throttle as needed to maintain speed (although you can do it the other way around if that is your preference - but this way has worked for me for over 7000 landings). Fly the plane your way! Listen to others ideas and decide if you want to try them or not. Adopt the changes you like, ignore those you don't. Do what works for you. Bob

Well, yes and no. Both of them usually have a photo of the field. AOPA is a satellite shot from Google Earth which is just fine. AirNav usually lists diners on the field but not those close to the field. It also lists FBO's and fuel prices (I use that all the time). Every once is awhile, the airport diagram will show the location of GA parking (not necessarily transient parking) and FBO's. I have yet to find anything that shows the location of the fuel pumps let alone off field dining and a map of where to find it. For example, if you land at EUG and want gas, the fuel pumps are not where you would expect. The FBO is by the GA parking that is just south of the Tower, but the fuel pumps for self serve are over on the other side of the field at the intersection of taxiway R and N. I know because my wife and I landed there one day to stretch our legs and get something to eat before heading home. Only needed about 10 gallons of fuel. Asked for progressive from Ground. Once we found out where the pumps were, since it was raining pretty hard we opted to taxi over to the FBO and have them 'full service' the fuel so we would be within walking distance of food, which just happens to be in the terminal. Bob

I've been toying with setting up a new website for GA pilots. There is a lot of information out there about GA airports. I can learn about runways, frequencies, FBO's, etc., but it is almost always impossible to find out where things are located on the field. I'll land someplace new and have no idea where to park or find the pumps. I have no idea where to go to find food. I've resorted to using Google Earth before I leave to try and figure it out, but my success has been limited. The idea would be to present graphical and textual information about GA airports and list them by state. I would solicit input from GA pilots to gather the information. Here is what I would require for each airport on the list: 1. A photograph of the field, preferably one taken from about 2000' on downwind or the opposite side of the field from downwind. It should be taken about mid-field if possible. That photo should be annotated showing the location of: Fuel pumps Transient parking FBO's Businesses on the field Exit point from the field if someone wanted to walk to a nearby business 2. A list of local eating establishments within a one mile walk from transient parking. Plus a photo or hand drawn map showing their locations. For the list, I would like something like this: Hangar Inn - on the field Red Robin .3 miles Wendy's .8 miles McDonald's .8 miles Each establishment would be marked on the map. 3. A list of hotels (if any) within 2 miles of the airport or hotels with courtesy shuttles that will come get you. 4. A link to, or PDF file of local flying procedures. What do you think? Would you use it? Would you provide input for it? Bob

And that is the main reason I prefer to fly my practice approaches at towered airports. They will usually do a good job of spacing aircraft so you can complete your approach. At uncontrolled airports you will usually find other reasonable pilots. However, there are a lot of inexperienced, rude, or clueless pilots out there. If one of them happens to be in the pattern when you arrive, it will be up to you to keep your separation. Bob

Good question. The general rule is the plane at the lower altitude has the right of way, but that usually assumes they are both on the same runway. For opposite directions, I would personally give priority to whoever was in the pattern first. That is, as I approach the field I would listen to CTAF and use whatever runway they were using. If I were at my field and using the preferred runway, and I heard someone check in wanting to use the other runway in calm conditions, I might gently inform them about the designated calm runway. They may not be aware of it. Something like "Cessna 123, welcome to Page, the designated calm runway is runway XX." See and avoid. I've been in the pattern at CLS with a C150 doing patterns and landings with a tailwind while not making any calls. Probably on the wrong frequency. Bob

Ok. As long as we are sharing panels, here is our before and after: Before Before After. Note the ADF, Radar Altimeter, KX170B, old EGT/OAT gauge, KMA, and Telephony? are gone. Installed are a used UPS audio panel/intercom, GTN650, and EDM730. Transponder moved. The thing in the upper right that took the place of the old EGT/OAT is a digital fuel gauge. Note the dual USB adapter in the cigarette lighter adapter and the small 'glove box'. The KI208 got replaced with one that has a glideslope. The two white areas near the top of the right side are checklists. Bob